Could A Feeder Network Of Local Trains Be Developed For HS2 At Macclesfield Station?
Macclesfield station is one of the less important stations that will be served by High Speed Two.
I visited in July 2020 and afterwards wrote Macclesfield Station And High Speed Two.
This OpenRailwayMap shows the railway network around Macclesfield.
Note.
- Manchester Piccadilly station is at the top of the map .
- The station is surrounded by the green tracks of the Manchester Metrolink.
- Macclesfield station is at the bottom of the map and indicated by a blue arrow.
The West Coast Main Line can be followed North as it threads through Prestbury, Adlington (Cheshire), Poynton, Bramhall, Cheadle Hulme, Stockport, Heaton Chapel, Levenshulme and Ashburys on its way to Manchester Piccadilly.
This summary from the Wikipedia entry for the station outlines the services at the station.
Macclesfield is served by three train operating companies: Avanti West Coast, CrossCountry and Northern Trains.
Northbound to Stockport and Manchester Piccadilly, Avanti West Coast and Northern operate hourly services, with some peak time extras, and CrossCountry runs two services an hour.
Southbound, there are also four trains per hour: one stopping service to Stoke-on-Trent, operated by Northern Trains; one inter-city service to London Euston, operated by Avanti West Coast; one to Bournemouth, via Birmingham New Street and Reading; and one to Bristol Temple Meads, both operated by CrossCountry.
Sunday services are similar, but the local stopping service operated by Northern Trains no longer runs on Sunday, with rail replacement bus services operating between Stockport and Stoke-on-Trent.
It is not as busy a station, as the map suggests it is.
Searching in detail, I found these local trains.
- CrossCountry – 1 – tph – Manchester Piccadilly and Bournemouth via Stockport, Macclesfield, Stoke-on-Trent and Stafford
- CrossCountry – 1 – tph – Manchester Piccadilly and Bristol Temple Meads via Stockport, Macclesfield, Stoke-on-Trent and Stafford
- Northern – 1 tph – Manchester Piccadilly and Stoke-on-Trent via Stockport, Cheadle Hulme, Bramhall, Poynton, Adlington, Prestbury, Macclesfield, Congleton and Kidsgrove
Three trains per hour is not many.
The train and bus network from Macclesfield station needs to be developed, so travellers can make full use of HS2.
This second OpenRailwayMap shows the railway network to the East of Macclesfield.
Note.
- Macclesfield is in the South-West corner of the map.
- Stockport is in the North-West corner of the map.
- The orange track that stretches across the map is the busy Hope Valley Line, which is an important passenger route between Manchester and Sheffield and an important freight route for the quarry products of the Peak District to the South.
- The Buxton Line comes South from the Hope Valley Line to Chapel-en-le-Frith, Dove Holes and Buxton.
I believe a strong case can be made to link the area to the East of Macclesfield to HS2.
These points must be considered, when designing a road transport network to feed travellers from the East of Macclesfield.
Bakewell
Bakewell is the largest settlement and only town within the boundaries of the Peak District National Park.
I believe that travellers to Bakewell, would use a quality transport network to HS2 at Macclesfield.
Buxton
These are facts from Buxton’s Wikipedia entry.
- Buxton is a spa town of 20,000 people.
- It is England’s highest market town, sited at some 1,000 feet (300 m) above sea level.
- The University of Derby is a noted employer.
- Tourism is a major industry, with over a million visitors to Buxton each year.
- The Buxton Line connects Buxton to Stockport and Manchester Piccadilly.
I believe that travellers to Buxton, would use a quality transport network to HS2 at Macclesfield.
The Cat And Fiddle Inn
The road between Macclesfield and Buxton passes the famous Cat and Fiddle Inn.
This is the first paragraph of the Wikipedia entry for the public house.
The Cat and Fiddle Inn is a former public house in the English Peak District, close to the border between Cheshire and Derbyshire. It sits on the A537 road from Macclesfield to Buxton, which runs across a high and remote area of moorland. A section of the road is known as the “Cat and Fiddle Road” after the inn. The building is some 1,689 feet (515 m) above sea level, and it was the second-highest public house in Britain before it closed in 2015 (the Tan Hill Inn in Yorkshire is slightly higher). In 2020, it reopened as a distillery, shop and bar.
I visited it once in the 1960s with my future wife and two friends.
These roads in the Peak District will be challenging roads for modern electric buses.
Chatsworth House
I have never been to Chatsworth House and no very little about the house and its history.
So I asked Google AI,”Is Chatsworth House A Major Tourist Attraction?” and received this reply.
Yes, Chatsworth House is a major tourist attraction, frequently cited as one of the UK’s most popular country houses and a top destination in the Peak District. Located in Derbyshire, it draws hundreds of thousands of visitors annually to explore its historic house, 105-acre garden, farmyard, and massive parkland.
Key Reasons for Its Status:
Cultural Significance: As the home of the Cavendish family since 1549, it holds significant art collections (Old Masters, modern sculpture, Egyptian artifacts).
“Palace of the Peak”: Known for its grand interiors, including the Painted Hall and Sketch Galleries.
Famous Grounds: Features a 105-acre garden with a maze, cascading water features, and the impressive Emperor Fountain.
Media Appearance: Known as the real-life Pemberley from the 2005 Pride & Prejudice film.
Family Activities: The estate includes a popular farmyard and adventure playground.
Chatsworth is often ranked as a favorite stately home in Britain and is a key visitor attraction in the East Midlands region.
As with Buxton, I believe that travellers to Chatsworth House, would use a quality transport network to HS2 at Macclesfield.
Chesterfield Station
Chesterfield station is a major station on the Midland Main Line, close to the East side of the Peak District.
Chesterfield station is the following distances from these towns and attractions.
- Bakewell – 12-13 miles
- Buxton – 24-25 miles
- Chatsworth House – 12 miles
- Macclesfield – 35-40 miles
Chesterfield has no direct rail connection to any of these towns, but I think you can get to Buxton with changes at Sheffield and Hazel Grove.
The Wikipedia entry for Chesterfield station gives this description of services at the station.
Chesterfield is served by three train operating companies:
- East Midlands Railway operates regular inter-city services on the Midland Main Line between Sheffield and London St Pancras, via Derby and Leicester; this includes the 07:45 southbound departure, the Master Cutler. It also runs a route between Liverpool and Norwich, via Manchester Piccadilly and Nottingham.
- Northern Trains runs an hourly service between Nottingham and Leeds.
- CrossCountry operates a regular service between Sheffield and Derby; trains continue on to a variety of final destinations including Glasgow Central, Edinburgh Waverley, Plymouth, Reading, Southampton Central and Bristol Temple Meads.
There are typically 12 passenger trains per hour passing through the station on weekdays (six in each direction), with ten of those calling.
I believe that if a transport network is developed to the East of Macclesfield, it should call at Chesterfield station.
Dore & Totley Station
Dore &Totley station is the nearest station to Sheffield at the Sheffield end of the Hope Valley Line.
I wrote about the station in Dore & Totley Station – 1st April 2025 and after a sympathetic restoration, it is now a superb step-free station.
These pictures give a flavour of the station.
The second picture, appears to show a pair of bus stops on the main road.
If these aren’t considered adequate, I’m sure space could be found in the car park for a bus stop with level access to the station.
Hazel Grove Station
Hazel Grove station is the nearest station to Stockport at the Manchester end of the Hope Valley Line.
I wrote about the station in Hazel Grove Station and it is a rather ordinary station with car parking and step-free access.
Passengers can also change trains for the Buxton Line.
HS2 Day Trips
Toyota’s Trial Of Hydrogen Buses In The Peak District
To find out more of this, I typed the title of this section into Google AI, and received this answer.
Toyota conducted a two-week trial of hydrogen fuel cell buses in the Peak District National Park in September 2022 to promote sustainable tourism and reduce carbon emissions. Using CaetanoBus H2.City Gold vehicles, the trial aimed to connect key tourist sites without relying on private cars. This initiative supports a long-term goal of launching the “Peak Express” service by 2025.
Key Details of the Peak District Hydrogen Bus Trial
Purpose: The trial was designed to reduce the high reliance on cars (85% of visitors) in the national park, aiming to cut emissions by 3.6 million kg a year once fully operational.
Vehicles: The trial used hydrogen fuel cell electric buses manufactured by CaetanoBus, which is part of Toyota’s European partner network. These buses provide a range of up to 200 kilometers and can be refueled in 10-15 minutes.
Route: The hydrogen buses operated in and around the Peak District, connecting major spots including Chesterfield railway station and Chatsworth.
The “Peak Express” Initiative: Led by the Gateway at Peak development, this project plans a full service by 2025 to offer sustainable transport options.
Multi-technology Strategy: Toyota is testing both hydrogen fuel cell electric vehicles (FCEV) and battery electric vehicles (BEV) to determine which is most suitable for different types of journeys.
The trial was part of a larger push to test hydrogen infrastructure, with long-term plans to create multiple hubs around the Peak District National Park boundary.
The experience from my trip to Gatwick, that I described in Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, has convinced me, that where bus and hills are involved, you need to have hydrogen buses, as they torque the torque.
Conclusion
I believe that the Peak District and Toyota are on the right track, but I strongly believe that any buses ferrying passengers around the Peak District, need the extra torque that hydrogen will provide.
The bus also must be large enough.
I also wonder, if as the service will be serving Chatsworth, that a hydrogen-powered coach might be a better choice of vehicle.
Hydrogen-Powered Coaches
The first hydrogen-powered coaches will becoming into service this year.
- Mercedes and Wrightbus have both said they will launch vehicles.
- Two and three-axle models have been talked about.
- Ranges of a thousand kilometres on a single tank of hydrogen seem to have been promised.
- Typical load will be about eighty passengers, which will include wheelchairs.
- Like the bus between Sutton station and Gatwick Airport, they will be mouse-quiet.
I believe they will become a valuable part of the public transport network.
- Running long distance coach services.
- Extending long-distance rail services.
- Running special services over long distances, like those for football supporters.
- Running rail replacement bus services for rail companies.
I can’t wait to have my first ride.
Would It Be Sensible To Transfer The Euston And Blackpool North Service From Avanti West Coast To High Speed Two?
Currently, Avanti West Coast’s Euston And Blackpool North service is just one train per day.
- It stops at Crewe, Warrington Bank Quay, Wigan North Western and Preston stations.
- An HS2 service could serve Blackpool North station perhaps four or five times a day.
- To save paths, it could join and split at Crewe with one of the Manchester services.
- If Blackpool North station were On HS2, it could stop at Old Oak Common station.
- Blackpool North station now has a connection to Blackpool tramway.
- Platforms at Blackpool North station can take an 11-car Pendolino or 8-car 200 m. HS2 train.
- HS2 would shorten the journey time to London, by about 30-40 minutes.
- The Blackpool tramway would be expanded to bring travellers to HS2.
- It might help to level-up Blackpool and the surrounding area.
- I don’t think there would be any pathing issues.
I feel this could be an interesting possibility.
Ministers Sack Top Rail Adviser Who Spoke Out Over HS2 Train Debacle
The title of this post, is the same as that of this article on The Times.
This is the sub-heading.
Chris Gibb, an industry veteran, said plans to shorten HS2 trains would likely inflate costs, slow services beyond Birmingham and result in fewer seats
These three paragraphs add more details.
A leading government adviser has been fired for criticising Whitehall plans to reduce the length of HS2 trains, it can be revealed.
Chris Gibb, a non-executive director of the nationalised train operator, is understood to have had his contract terminated by ministers this weekend after allegedly breaching media engagement rules.
Gibb was appointed to the board of the Department for Transport Operator Limited (DFTO) in 2020, having worked in the rail industry for more than 40 years. DFTO is the state-owned company that oversees train companies as they are brought into full public ownership.
This paragraph appears to detail what Gibb has said that caused offence.
Gibb said there was “no doubt that if HS2 opened by replacing 11-coach Pendolinos with eight-coach trains, these would be full and leave people behind on day one”.
So I will audit, what he said.
Now that Leeds is not going to be served by HS2, Manchester Piccadilly, is the only station other than Birmingham Curzon Street, that will terminate 400 m. trains, and the Birmingham station will be brand-new, so hopefully, that will be designed for the right capacity.
Manchester Piccadilly currently handles three trains per hour from London.
- Milton Keynes Central, Rugby, Stoke-on-Trent, Macclesfield and Stockport
- Nuneaton, Stoke-on-Trent and Stockport
- Stafford, Crewe, Wilmslow and Stockport
Trains are usually Class 390 11-car Pendolino with 607 seats
These will be replaced by.
- 200m. train – Euston and Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent.
- 400m. train – Euston and Manchester Piccadilly via Old Oak Common, Birmingham International and Manchester Airport.
- 400m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.
- 400m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.
Trains will be 200m 8-car HS2 train which will have 504 seats. 400m trains will be two trains running as a pair.
I can add up the hourly seats.
Currently, if the three trains per hour are 11-car Pendolinos, then the hourly London-Manchester capacity is 1821 seats.
On HS2, if the four and a half trains per hour are 8-car HS2 trains, then the hourly London-Manchester capacity is 9 x 504 or 4536 seats, or a 149% increase in capacity.
- And HS2 doesn’t serve Macclesfield, Stockport or Wilmslow!
- Four 200m. HS2 trains would give a 121 % increase in capacity.
- Perhaps, as there is spare capacity on HS2 between Crewe and London, another service could be fitted into the hourly scheme of things.
How about Blackpool?
How Many 8-car HS2 Trains Would Be Needed To Replace The Capacity Of The Current Service?
To provide an hourly London-Manchester capacity of 1821 seats with 8-car HS2 trains would need around 3.6 trains.
Even in the unreal world that in which politicians exist, I doubt fractions of a train exist.
So I suspect, a practical timetable could be.
- 200m. train – Euston and Macclesfield via Old Oak Common, Stafford and Stoke-on-Trent.
- 200m. train – Euston and Manchester Piccadilly via Old Oak Common, Birmingham International and Manchester Airport.
- 200m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.
- 200m. train – Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport.
This would be 2016 hourly seats, which is an increase of about 10 %
Please check my figures, as they could explain a lot.
Euston Station – 22nd March 2026
I went for breakfast to Euston and took these pictures on a quiet Sunday morning.
Is More Capacity Between Heathrow Airport And Central London, Needed On The Elizabeth Line?
I asked Google AI, the title of this post and received this answer.
Yes, additional capacity on the Elizabeth line between Heathrow Airport and Central London is needed to manage high demand, despite it being a major upgrade. While the line has greatly improved connectivity, studies suggest that rising passenger demand, particularly from potential airport expansion, may require increasing services from 6 to 8 trains per hour to prevent future overcrowding.
Key Considerations Regarding Capacity:
High Demand: Passenger demand grew by ~40% between June 2022 and October 2023, with further growth expected.
Infrastructure Constraints: Increasing services beyond 6 trains per hour is challenging due to the need for signaling upgrades and potential platform length limitations.
Alternative Solutions: Experts suggest the Western Rail Link to Heathrow could relieve pressure by allowing direct access from the west, rather than requiring travel into central London first.
Future Upgrades: Further improvements, including enhanced signalling on the Piccadilly line and other rail links, are seen as necessary to handle future passenger surges.
Currently, the Elizabeth line provides up to 12 trains per hour (including Elizabeth line and Heathrow Express) on the relief lines, making it nearly at capacity.
Note.
- When I use the Elizabeth Line, I deliberately avoid trains going to and from Heathrow, unless I’m going that way, as they are too crowded with passengers and oversized cases.
- High Speed Two, the West London Orbital Railway and the North London Line will bring passengers for Heathrow Airport to Old Oak Common station.
- Surely, as Heathrow gets bigger and increases its passenger numbers. the Elizabeth Line will need to be increased in capacity.
I believe Elizabeth Line capacity needs to be increased soon.
Does The UK Need More Passenger Rail Capacity Between London And Glasgow?
I asked Google AI this question and received this answer.
Yes, the UK requires more passenger rail capacity between London and Glasgow to meet growing demand and combat overcrowding, with key improvements and new services planned on the East Coast Main Line (ECML) through 2025. Despite previous capacity constraints on main routes, rail has overtaken air as the preferred mode of travel for these journeys, necessitating increased frequency.
Key details:
Capacity Expansion: The Office of Rail and Road (ORR) approved new services for late 2025, including Lumo extending London-Edinburgh services to Glasgow.
Growing Demand: Passenger numbers on West Coast routes showed significant growth, with a 29% increase in Glasgow-London travellers reported between 2013 and 2019.
Infrastructure Constraints: While demand increases, the ORR has rejected some service proposals due to insufficient capacity on the existing, congested lines.
Future Upgrades: HS2 is expected to improve connectivity, targeting reduced journey times to under 3 hours 40 minutes by 2033.
Sustainability Shift: Increased capacity supports shifting travellers from air to rail, reducing environmental impact.
I posed this question out of curiosity, but Google AI gave me, what I think is a well-reasoned answer.
In The Last Three Months, These Two Improved Anglo-Scottish Services Have Started
In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I talk about Lumo’s extended service to Glasgow, which started on December 14th, 2025.
In Man In Seat 61: My Nail-Biting Journey To Orkney By Train And Ferry, I describe a trip by the Man In Seat 61 (Mark Smith) in the new Birmingham-Scotland Sleeper.
There Is A Third New Anglo-Scottish Service To Come
In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I describe Lumo’s new Euston and Stirling open access rail route.
Could Electric Trains Run Between St. Pancras International and Sheffield Stations With No More Electrification?
A reader suggested, that I look at this, so here goes!
- A couple of weeks ago, I took a Class 222 diesel train back from Sheffield to St. Pancras International and it seemed a few minutes quicker.
- Looking at the timetable today, at least one service on the route is now just under two hours and some others are just over.
So the new Class 810 trains may not be fully in service yet, but the trains have already had an effect on the timetable.
How Far North Is The Midland Main Line Being Electrified?
I asked Google AI this question and received this answer.
As of early 2026, the Midland Main Line (MML) is electrified as far north as Wigston, just south of Leicester.
- Northern Limit: The section from Kettering up to Wigston South Junction was energised in July 2024, representing the current northern limit of 25kV overhead line equipment (OLE).
- Pause in Further Electrification: Following a UK government spending review, the further, planned northward extension of electrification to Leicester, Derby, Nottingham, and Sheffield was indefinitely paused in July 2025.
- Current Operations: While electrification has stopped at Wigston, the line is served by new bi-mode (electro-diesel) trains, allowing for electric running from London St Pancras to Wigston before switching to diesel power.
- Previous Work: The line is also fully electrified from London St Pancras to Bedford, including the route to Corby.
Note.
- South Wigston Junction and Sheffield are 69.4 miles apart.
- The Hitachi trains can raise and lower pantographs on the move.
Distances without wires from London St. Pancras International to various destinations are as follows.
- Sheffield – 69.4 miles
- Leicester – 3.7 miles
- Derby – 36.4 miles
- Nottingham – 31.1 miles
As trains will have to go out and back to these destinations distances travelled will be doubled.
- Sheffield – 138.8 miles
- Leicester – 7.4 miles
- Derby – 72.8 miles
- Nottingham – 62.2 miles
It looks to me, that if the new Class 810 trains, can travel 138.8 miles on batteries and diesel engines as a tri-mode train, then the Midland Main Line is electrified.
Could The Sheffield Services Turn Round At Doncaster And Charge Their Batteries There?
Note.
- South Wigston Junction and Doncaster are 79.5 miles apart.
- Doncaster is a fully-electrified station.
- Sheffield and Doncaster would get two extra connecting trains per hour.
- The two services could also call at Meadowhall and/or Rotherham Central.
The Class 810 trains could charge their batteries, whilst passengers to and from Doncaster left and entered the trains.
Could A Simple Cross-Platform Change Be Arranged Between East Coast And Midland Main Line Services?
Doncaster station has two long island platforms, one of which is generally used for Northbound services and one for Southbound services.
Note.
- All electrified tracks are shown in red.
- The two wide island platforms, with Northbound on the West side and Southbound on the East side.
- Each island platform has an electrified platform face on both sides.
- The four platforms faces on the island platforms can hold pairs of five-car Hitachi trains.
- There are two through tracks or avoiding lines between the two island platforms for trains that aren’t stopping.
- There are bay platforms at the ends of the station for local trains.
- The station is fully step-free with a wide pedestrian underpass.
I know the station well and it looks to me, that East Midland Railway’s five-car services for St. Pancras could charge up in the Southern ends of the four faces of the island platforms and the two South-facing bay platforms.
I also believe that a pair of five-car Class 810 trains could be handled and charged, should it become necessary.
It looks to me, that the engineers updating the East Coast Main Line, know that they were caught out badly by High Speed Two, so the redesign for the next fifty or a hundred years will be completely future-proofed.
Doncaster and London could almost be considered to be twin main lines, with two pairs of high speed lines taking different routes, that serve different towns and cities.
How Many Travellers Go Between East Scotland And The North-East of England And The English Midlands?
It must be quite a few, as in the new East Coast Main Line timetable, more Scottish services stop at places like Doncaster and Newark.
But surely, if you could go between say Perth or Aberdeen and Derby or Nottingham in two battery-electric trains, with a relaxed change at Doncaster, you’d take it?
I certainly would!
East Coast And Midland Main Lines Compared
These are times between London and Doncaster.
- Current times between Doncaster and London are typically between 1 hour and 31-40 minutes going via the East Coast Main Line.
- I estimate times between Doncaster and London will be typically 2 hours and 22-27 minutes going via the Midland Main Line.
Note.
- Doncaster and London King’s Cross is 156 miles
- Doncaster and London St. Pancras International is 183.3 miles
- So the Midland Main Line route would appear to to be about 45 minutes slower.
- I suspect, that for passengers between between London and North of York, it will always be quicker to use an East Coast Main Line service.
These are times between London and Sheffield.
- Current times between Sheffield and London are typically between 2 hours and 4-9 minutes going via the Midland Main Line.
- I estimate times between Sheffield and London will be typically between 2 hours and 2 minutes going via the East Coast Main Line.
Note.
- Sheffield and London King’s Cross is via Retford.
- Sheffield and London King’s Cross is 162.1 miles
- Sheffield and London St. Pancras International is 183.3 miles
- Sheffield and Retford is 23.5 miles
- So the Midland Main Line route would appear to to be a few minutes slower.
I would feel that there is scope that under Great British Railways to optimise services between London and Doncaster and Sheffield.
The Master Cutler
The Master Cutler is a named train, that is described in this Wikipedia entry, that was introduced in 1947.
- Over its life it has run into both King’s Cross and St. Pancras.
- I can remember the train in the 1950s, running into King’s Cross.
- It has also been run to and from Leeds.
- It has been run as a Pullman service.
- There are reports of overcrowding in recent years.
It strikes me that the Master Cutler could do with a revamp.
- As St. Pancras can accept pairs of five-car Class 810 trains, ten-car trains could be run into King’s Cross or St. Pancras.
- An alternative would be to use a nine-car Hitachi Class 800/801 train.
- All trains would be battery electric.
- All trains would use the East Coast Main Line for a faster service.
- Services could terminate in the North at Leeds.
- The service could be run as a Pullman service.
- This article on Ian Visits, writes about East Coast Main Line trains using St. Pancras.
I would create a train service, that would attract passengers from all over the world.
Who knows?
If it was conceived in the right way, it might warrant a second service or similar service on other lines like these possibilities.
London and Blackpool via Crewe, Wigan and Preston.
- London and Aberystwyth via Birmingham and Shrewsbury.
- London and Bristol via Bath
- London and Fishguard via Cardiff and Swansea
- London and Holyhead via Birmingham and Chester
- London and Liverpool
- London and Manchester
- London and Newcastle via York and Durham
- London and Norwich via Colchester and Ipswich
- London and Plymouth via Exeter
Note.
- All routes could be run using electric or battery-electric trains.
- The Fishguard and Holyhead services would be zero-carbon routes to Ireland, connecting to appropriate zero-carbon ferries.
- Could services be arranged so that all parts of the country have at least one service in both directions every day?
- In the days of British Rail, London and Norwich had a very high-class service, that could serve a full English breakfast between Colchester and London, which certainly wasn’t like the regular joke.
Get the offering right and it could level-up the UK.
Is There A Plan To Increase The Capacity Of the Elizabeth Line?
On Sunday, when I came back from West Ealing station to Moorgate station on Sunday after taking the pictures, that I used in West Ealing Station – 1st February 2026, I was at the wrong end of the train for getting out at Moorgate.
So I had to walk from one end to the other of one of the most crowded Elizabeth Line trains, I’ve ever been on.
If it was as crowded as that on a Sunday morning, then it would appear, that the capacity of the line needs to be increased.
So I asked Google AI, the title of this post and received this reply.
Yes, there is a firm plan to increase the capacity of the Elizabeth line, driven by high demand and to support the future opening of the HS2 station at Old Oak Common. Transport for London is producing 10 new Class 345 trains to boost service, with expected delivery in 2026-2028.
But is 2026-2028 going to be early enough?
Treasures Found On HS2 Route Stored In Secret Warehouse
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
Treasures unearthed by hundreds of archaeologists during the ongoing construction of the controversial HS2 train line have been shown exclusively to the BBC.
These three paragraphs add detail to the story.
The 450,000 objects, which are being held in a secret warehouse, include a possible Roman gladiator’s tag, a hand axe that may be more than 40,000 years old and 19th Century gold dentures.
It is an “unprecedented” amount and array of items, which will yield new insights into Britain’s past, says the Centre for British Archaeology.
Major building developments in the UK need land to be assessed by archaeologists as part of the planning process, to protect heritage sites.
Crossrail also collected a lot of artefacts in an archaeology programme, that I wrote about in Bison to Bedlam or How To Make Friends.
Typing “TransPennine Route Archaeology” into Google AI gave this answer.
AI Overview
Archaeological investigations for the Trans-Pennine upgrades are split into two major, parallel projects: the A66 Northern Trans-Pennine road project and the Transpennine Route Upgrade (TRU) rail project. Both have revealed significant historical, archaeological, and industrial remains.
A66 Northern Trans-Pennine Upgrade (Road)
As part of the A66 upgrade between Penrith and Scotch Corner, Oxford Cotswold Archaeology (OCA) is conducting extensive excavations.
Key Finds: Archaeologists have identified prehistoric settlements, Neolithic stone axes, and evidence of a 60-meter-wide posthole structure.
Roman Discovery: A major Roman vicus (settlement) and the original Roman road have been uncovered, revealing a “grid of Roman field systems and ditches” near Brough.
Locations: Key sites include Brougham, Brough, Kirkby Thore, and Crackenthorpe.
Significance: These findings illustrate the area’s long-distance connection, trade, and culture from prehistoric through Roman times.
Transpennine Route Upgrade (Rail)
This project, involving Network Rail and ASWYAS (Archaeological Services WYAS), is upgrading the railway between Manchester, Huddersfield, Leeds, and York.
172-Year-Old Railway Siding: A mid-19th-century railway siding was uncovered at Hillhouse Sidings in Huddersfield, revealing two turntables and brick-built engine sheds.
Roman Settlement (Ravensthorpe): Excavations at Ravensthorpe (for a new station) uncovered a large, hexagonal-shaped feature thought to be an Iron Age or Roman-British enclosure, featuring ceramics, glass, and animal bones.
Mirfield Viaduct: An investigation of the Grade II-listed Mirfield Viaduct (built 1836-1839) was conducted to record its structure before upgrade works.It could be a very large exhibition in the North, if High Speed Two and the two Transpennine Route Upgrades were combined in a single exhibition.
I asked Google AI, what is the largest exhibition centre in Yorkshire and received this answer.
The largest exhibition sites in Yorkshire are concentrated in Harrogate, anchored by the Great Yorkshire Event Centre and the Harrogate Convention Centre. These venues offer a combined total of over 10,000 square meters of exhibition space, accommodating major national events, conferences, and large-scale outdoor exhibitions.
I suspect Leeds, Manchester and Sheffield could have other ideas.
Could Anglia Railways’ London Crosslink Be Recreated As Part Of The London Overground?
This is the first paragraph of the Wikipedia entry for the original London Crosslink.
London Crosslink was a passenger train service operated by Anglia Railways between Norwich and Basingstoke, using the North London Line to bypass central London. Class 170 Turbostar diesel multiple units were used, and the service operated between 22 May 2000 and 28 September 2002, supported by funding from the Strategic Rail Authority through its Rail Passenger Partnership fund.
Note.
- The service called at Diss, Stowmarket, Ipswich, Colchester, Whitham, Chelmsford, Ingatestone, Romford, Stratford, Highbury & Islington, Camden Road, Willesden Junction, West Hampstead Thameslink, Brentford, Feltham, Staines, Woking, and Farnborough (Main)
- It ran six times on Monday to Friday and five times on Sunday.
- Feltham and Woking stations have a coach link to Heathrow.
- Journeys took around 3 hours and 44 minutes.
Over the years, attractions and other rail lines and stations served by the route have changed. improved and been added.
- In 2006, the Arsenal’s Emirates Stadium opened within walking distance of Highbury & Islington station.
- In 2012, the Olympic Stadium opened at Stratford and is now used by West Ham United.
- In 2020, Brentford Stadium opened within walking distance of Brentford station.
- There are long-term plans for a station at Brentford stadium.
- In 2022, Romford and Stratford stations were connected to the Elizabeth Line.
- In 2025, Beaulieu Park station was added to the Greater Anglia Main Line.
- In 2026, both ends of the route came under the control of Great British Railways.
At some point in the future, Old Oak Common Lane station will open to link the route to High Speed Two, the Great Western Main Line and the Elizabeth Line.
In Can The Signalling Of The London Overground Be Improved?, I looked in detail at the signalling of the London Overground and if it could handle more trains.
My conclusion was that on the East and North London Lines, another three trains per hour (tph) could probably be accommodated, which over an average day was probably around sixty trains.
As a restored London Crosslink would need just six paths per day, I would suspect the service could be restored, if it were thought to be a good idea.
I certainly feel that capacity would not be a problem.
These are a few other thoughts.
Will There Be Political Problems?
Providing the London Mayor approves, I can’s see any problem with Labour and I can’t see other parties objecting if passengers like it.
Would It Be Sensible To Use Lumo Branding And Trains?
Consider.
- Lumo is trusted branding.
- A five-car Lumo Class 803 train is 132 metres long and a pair of four-car London Overground Class 710 trains is 166 metres long, so I suspect platform length problems will be minimal.
- I doubt there will be problems on the Greater Anglia network.
- Stratford and Norwich is mainly a 100 mph network.
- Not all parts of the route have 25 KVAC overhead electrification, but batteries can be fitted to the Class 803 trains, that will cover any gaps.
- My calculations show that the modern trains will be twenty-two minutes quicker, than Anglia Railways Class 170 diesel trains.
- At one point Anglia Railways was owned by First Group, so FirstGroup may have knowledge of the problems of the route.
I believe it would be sensible to use Lumo branding and trains.
Could The Route Be Extended?
Consider.
- It could probably be extended to Winchester, Southampton and Bournemouth in the South.
- If offshore hydrogen takes off at Great Yarmouth, it might be worth extending with a reverse to Yarmouth in the North.
- Yarmouth has had a direct service from London in the past.
The service could also develop days out by the sea.